coleman



(No Model.) 2 SheetsSheet 1.

J. P. COLEMAN.

SIGNAL MEGHANISM.

No. 590,299. Patented Sept. 21,1897.

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UNITED STATES PATENT OFFICE.

J OIIN PRESSLEY COLEMAN, OF S\VISSVALE, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH AND SIGNAL COMPANY, OF SAME PLACE.

SIGNAL MECHANISM.

SPECIFICATION forming part of Letters Patent No. 590,299, dated September 21, 1897.

Application filed March 27, 1897.

To all whom it may concern:

Be it known that 1, JOHN PRESSLEY COLE- MAN, a citizen of the United States, residing at Swissvale, in the county of Allegheny and State of Pennsylvania, have invented or discovered certain new and useful Improvements in Signal Mechanisms,ofwhich improvements the following is a specification.

The invention described herein relates to certain improvements in mechanism for automatically operating railroad-signals, and has for its object a construction whereby a signal may be shifted from danger to clear or safety position by the operation of an electric motor, the mechanism being so constructed and arranged as to entirely avoid any reverse movement of the motor and gearing.

In general terms the invention consists in the construction and combination substantially as hereinafter more fully described and claimed.

In the accompanying drawings, forming a part of this specification, Figure 1 is a sectional elevation of my improved signal-operating mechanism, the several parts thereof being shown in the position they occupy when the signal has been shifted to and locked in clear or safety position. Fig. 2 is a similar view showing the position of the parts of thesignal at danger position. Fig. 3 is a sectional elevation illustrating certain modifications in the signal-controlling mechanism, the several parts being in position occupied immediately after the signal has gone to danger. Fig. 4 is a diagrammatic view illustrating the circuits employed for operating or controlling the signal and its mechanism. Fig. 5 is a similar view illustrating a modification of the circuits.

In the practice of my invention the rod 1, which is connected in the usual or any suitable manner to the signal-blade, is pivotally connected at its lower end to levers 2 and 3, the lever 2 having its opposite end pivotally connected to a stationary support 4. The opposite end of the lever 3 is pivotally connected to the pin 6 of the crank-arm 7, which is secured to the shaft 8, mounted in any suitable bearings in the framework 9. On the shaft 8 is keyed a spur-wheel 10, adapted to Serial No. 629,468. (No model.)

intermesh with the worm 11 on the shaft 12, to one end of which the armature-shaft 13 of the motor 14 is connected by any suitable form of coupling 15. The bar16, mounted in suitable guideways in the frame 17, has its upper end pivotally connected to the lever 3', and on the bar 16 is pivotally mounted a swinging plate 18, provided with a shoulder 19, adapted when the signal is in clear position to rest upon and be supported by an arm 20, preferably through the medium of an antifriction-roller 21. This arm is pivotally connected at its lower end to aportion of the frame 9, and to a lateral extension 22 of the arm is pivotally connected the frame 17.

By reference to'Fig. 1 it will be seen that the point of connection of the frame 17 to the arm is so located with reference to the pivotal point or support of said arm on the frame 9 that the weight of the frame will tend to throw the upper end of the arm out from under the shoulder 19 on the plate 18. Such outward movement of the arm 20 is, however,- normally prevented by means of a finger 23, pivoted to a bracket 24 on the frame 17, said parts being so arranged with relation to the arm 20 that the finger when in normal position will bear against a lateral projection 25 on the upper end of the arm 20. The finger 23 is held in normal-position bya magnet 26, whose armature 27 is secured to the free end of the finger. As shown by Fig. 4:, the magnet is included in the signal circuit formed by wires 28 and armatures 29 29 of track-magnets 30 and 30.

On the shaft 12 is keyed the brake-drum 31, the brake-shoe 32 being secured to an arm 33,-pivotally mounted on an upwardly-projecting post-frame 9. On the same pivotpoint is also mounted one end of an arm 35, whose outerend is connected by a rod 36 to the lever 2. The arms 33 and 35 are provided with upwardly-projecting posts 37 and 38, and between these posts is interposed a spring 39, adapted to hold the posts 37 and 38 apart with a tension approximately proportional to the pressure which is desired to be applied to the brake-drum 31. On the arms 37 and 38 are secured spring-arms 40 and 41, so arranged with relation to each other that when the position.

spring 39 is free to force the posts 37 and 38 apart the ends of said springs will come in contact with each other to close the circuit through the operating-motor 14. As shown in Fig. 4, the motor 14 is included in the circuit of the battery 42 or other suitable generator. In the same circuit and forming a part thereof are included the springs 40 and 41 and the armature 43 of the magnet 44, which is also included in the signal-circuit 28.

In describing the operation of my improved signal mechanism it will be supposed that the signal is at clear position, as shown in Fig. 1, and that a train' has just entered track-section a, thereby cutting out track-relay and breaking the signal-circuit at armature 29. As a result of the breaking of the signal-circuit the magnet 26 becomes deenergized, thereby permitting of the weight of the frame 17 to force'the upper end of the arm 20 out from under the shoulder 19 of the plate 18. As the signal is so balanced as to have a constant tendency or bias to move from clear to danger position and as it is held in clear position by the rod 5 and bar 16, the latter serving as a fulcrum for the lever 3 and sustaining the weight of the signal, its operating-rod l, and lever 3, it will be apparent that as soon as the friction-roller 21 is moved out from under the shoulder 19 of the plate 18 the bar 16 and the parts supported thereby will drop down, the signal going to danger The position of the parts when the signal is at danger position is shown at Fig. 2. As the train passes off of section a the break in the signal-circuit at 29 will be completed, but a similar break will be immediately formed at armature 29?, if an overlap is employed, by the entrance of the train on section I). As the magnet 44, whose armature 43 is included in the motor-operating circuit, is deenergized by the break in the signal-circuit the motor 14 will stop or will be prevented from operating until the train has passed off of the track-section a or b.

As soon as the train has passed off of the track-sections controlling the signal the motor-circuit will be closed by the energizing of magnet 44, and the slot-magnet 26 will also be energized. By the downwardmovement of the lever 2 the arm of the brake-lever 3 is so shifted as to permit the spring 39 to expand, thereby bringing the springs 40 and 41 into contact with each other, so that on the closure of the motor-circuit by the energizing of magnet 44 the motor will commence to operate and rotate the crank 7. By the movement of this crank from position a". to position y the lever 3 will be shifted to the position shown by dotted lines in Fig. 2, the fulcrum of the lever during this movement being formed by the signal-rod 1. This upward movement of the lever 3 will draw up with it the bar 16, said bar moving independently until stop 45? thereon comes in contact with a portion of the frame 17, after which the frame will move up with it. This upward movement of the frame 17 will cause the arm 20 to move to the right, thereby bringing the roller 21 under the shoulder 19 of the plate 18, which has been carried up with the bar 16. The movem'entof the'arm 20 to the right permits the finger 23 to drop down, so as to bring the armature 27 against the poles of the magnet 26, which has been previously energized, as above stated, and will therefore hold the finger 23 in such position as to keep the roller 21 under the shoulder 19. As the crank 7 passes from the position y to position as the end of the lever 3 to which the crank is connected will be drawn down, the lever 3 turning on the pivot-pin, whereby it is connected to the bar 16, and thereby lifting the signalrod 1 and shifting the signal to safety, as clearly shown in Fig. 1. By the upward movement of the signal-rod 1 the lever 2 is also raised, thereby shifting the arm 35 and by reason of the interposed spring 39 the arm 33, so as to bring the shoe 32 into contact with the brake-drum 31. By the time that the crankarm 7 reaches the position 00 the spring 39 will have been so compressed as to separate the contact-sprin gs 40 and 41, thereby breaking the circuit through the motor 14. The breakingof this circuit andthe pressure of the brake shoe on the drum 31 will check any further movement of the crank-arm, thereby holding the signal at clear position until the signalcircuit is again broken, when the parts will automatically operate in the manner hereinbefore described.

It will be observed that while moving from position a; to position 'y the only work performed by the motor is in lifting the lever 3, bar 16, and frame 17, but while moving from position y to position 00 the motor performs the work of shifting the signal. As the lever 3, bar 16, and frame 17 are comparatively light and the signal is comparatively heavy, the loads imposed upon the motor during its movements from m to 'y and y to 00 are unequal. In order to equalize the loads on the motor-2'. 2., increasing one and reducing the otherI propose to apply a weight to some moving portion of the si gnal-operatin g mech- IIO anism in such manner that the weight will be raised while the crank is moving from position at to position y and its weight can be utilized in shifting the signal to safety While the crank moves from position 7 to position :11. A convenient manner of thus applying the weight is shown in Figs. 1 and 2 and consists in so pivoting a lever 45 to a stationary support that the lever will press upon a friction-roller 46, loosely mounted onthe pin 6 of crank 7. On theouter end of the lever is secured a weight 47, adjustably mounted on the lever, so that it can be shifted along the same for the purpose of adjusting the loads on the motor to approximate equality.

In Fig. 3 is shown a modification in the construction and arrangement of devices-whereby the signal is locked in safety position by a magnet controlled by the track-circuits. In this modified construction the bar 16, which is connected to the lever 3, is mounted in suitable guideways on a stationary frame 17. On the bar 16 is secured a pin 48, with which the hook 49, pivotally mounted on the frame 17, will engage, so as to support the bar 16 in its raised position, as indicated by dotted lines in Fig. A weight is pivotally mounted on the frame 17 in such relation to the tail 51 of the hook 49 that when the weight is free to drop, ashereinafter described, the toe 52 thereon will. strike the tailpiece 51 and shift the hook out of engagement with the pin 48, thereby permitting the bar 16 to drop and the signal to go to danger position. The weight 50 is normally held in raised position by means of a hook on the lever 53, which is pivotally mounted on the frame 17 and has secured to its opposite end the armature 27 of the magnet 26. Ashereinbefore described, this magnet is included in the signal-circuit 28 or otherwise controlled by the track-relays. I11 order to raise the weight 50 so that it may be caught by the hook on the lever 53, a pin 54: is so fixed on the bar 16 that when the latter drops the pin will strike against a finger 55 projecting from the weight and thereby shift the weight to the position shown in Fig. 3, where it can be caught and held by the hook on lever 53. IVhen the weight 50 has been shifted to normal position, the hook 49 is free to swing into the path of movement of the pin 48 on the barlti. When the bar 16 is raised in the manner hereinbefore described in connection with the construction shown in Figs. 1 and 2, the pin 48 will strike against the curved portion of the hook 49, thereby pushing the hook to one side until the pin has passed above it, thereby permitting the hook to swing back under the pin and hold the bar' in its raised position during that movement of the crank 7 from position y to position w, during which movement the signal is shifted to clear position.

In Fig. 3 is shown another means for equalizing the difference in loads on the motor 14:. This means consists in applying a weight 47 upon an extension 3 of the lever 3.

In lieu of employing a magnet 44, with its armature 43, for controlling the motor-circuit the magnet 20 may be employed therefor, as shown in Figs. 3 and '5. As shown in said figures, the motor-circuit is formed in part by contact-springs 56, which normally stand apart and are so attached to the frame 17 or other part of the mechanism that an extension 57, secured to the lever 53, will when said lever is shifted by the magnet 26 bear against one of the contact-springs and force them into electric connection with each other, thereby closing the motor-circuit.

It is characteristic of my improvement that the presence of a train upon a track-section controlled by'the signal will insure the breaking of the motor-circuit and that such circuit cannot bccompleted until the magnet controlling the locking mechanism, whereby the signal is held at clear, is energized.

It is also characteristic of my improvement that after the break in the motorcircuit controlled by the slot magnet 26 is closed the motor will continue to operate until the signal has been cleared and that the movement of the mechanism which effects the clearing of the signal will when the signal has been cleared break the motor-circuit and apply a brake to the motor to prevent any further movement thereof. By the employment of a slot mechanism and an electric motor for operating the signal and slot mechanism any reversal of the direction of rotation of the motor is avoided, as is also the employment of a clutch mechanism for connectingthe motor to the signal or other parts whereby the signal is shifted.

By the term slot mechanism I desire to cover or include any arrangement or construction of mechanical devices controlled by an electromagnet whereby a signal will be held in clear position so long as the magnet is energized and will permit the signal to antomatically drop to danger position on the deenergizing of the magnet;

I claim herein as my invention- 1. In a signal-operating mechanism, the combination of a signal having a bias to danger position, an electric motor, an electrically-controlled connection between the motor and the signal, a circuit for the motor, a circuit-breaker included in said circuit and controlled by the magnet of the connection between the motor and signal, a mechanicallyoperated brake for the motor and a circuitbreaker operated by the brake and controlling the motor-circuit, substantially as set forth.

2. In a signal-operating mechanism, the combination of a signal having a bias to danger position, an electric motor, an electrically-controlled connection between the motor and signal and a motor brake mechanically released by the signal, substantially as set forth.

3. In a signal-operating mechanism, the combination of a signal having a bias to danger position, an electric motor, an electricall y-controlled connection between the motor and signal, a motor-brake mechanically released by the signal, and a make-and-break mechanism included in the motor-circuit and controlled by the brake, substantially as set forth.

at. In a signal apparatus, the combination of a signal having a bias to danger, an electric motor for operating the signal, an electrically-controlled connection between the motor and signal, a brake for stopping the motor and adapted to be mechanically operated by the same motor aftera predetermined movement of the latter, substantially as set forth.

5. In a signal apparatus, the combination of a signal having a bias to danger, an elec trio motor for operating the signal, an electrically-controlled connection between the signal and motor, a brake for stopping the motor and adapted to be shifted to operative position by the motor on a predetermined movement of the latter and connections between the signal and brake,wl1ereby the lat movements shall be governed by signal movements. I

7. In a signal-operating mechanism, the

combination of a signal having a bias to dan-V ger position, an electric motor, a slot mechanism for the connection between the motor and signal, and a Weight adapted to be raised by the motor when operating to hook up the slot and to assist the motor when operating to shift the signal to safety, substantially as set forth. 7

In testimony whereof I have hereunto set my hand.

JOHN PRESSLEY COLEMAN. Witnesses:

DARWIN S. WoLcoTT,- M. S. MURPHY. 

